DETAILED PROJECT REPORT

1.INTRODUCTION
1.1 OBJECTIVES OF PRADHAN MANTRI GRAM SADAK YOJANA (PMGSY)
• Pradhan Mantri Gram Sadak Yojana (PMGSY) was launched on 25th December,
2000 as a 100% Centrally Sponsored Scheme with the objective to provide All-
Weather Road connectivity to the eligible unconnected habitations as per Core-
Network with a population of 500 persons (as per 2001 Census) and above in plain
areas. In respect of ‘Special Category States’ (North-East, Sikkim, Himachal
Pradesh, Jammu & Kashmir and Uttarakhand), the Desert areas, the Tribal
(Schedule V) areas and 88 Selected Tribal and Backward districts as identified by
the Ministry of Home Affairs/Planning Commission, the population criteria to
connect eligible unconnected habitations as per Core-Network was of 250 persons
and above (Census 2001). In critical Left-Wing Extremism affected blocks (as
identified by MHA), additional relaxation has been given to connect habitations
with population 100+. The Scheme has also an element of upgradation (to
prescribed standards) of existing rural roads in districts where all the eligible
habitations of the designated population size have been provided all weather road
connectivity, though it is not central to the Programme.

• PMGSY-II was launched in 2013 to allow consolidation of 50,000 km of existing

rural roads network in the country on sharing basis between the Centre and the
State/ UT on 60:40 for plain areas and 90:10 for North-Eastern States and hill
areas under PMGSY-II. The length proposed under PMGSY-II was linked to about
20-25% of such upgradation target under PMGSY-I.

PMGSY-III:
The PMGSY envisages consolidation of the existing Rural Road Network by
upgradation of existing Through Routes and Major Rural Links that connect
habitations to:

i. Gramin Agricultural Markets

(GrAMs)
ii. Higher Secondary Schools
iii. Hospitals

PMGSY-III will include such linkages.

PMGSY programme focus on Up-gradation of existing Through Routes and Major
Rural Links based on priority giving importance to critical facilities like the rural
markets and education & health facilities. This programme provides connectivity,
easy access and faster movement from the habitations to Mandis, agricultural
Markets, other farmer related enterprises, higher secondary schools, colleges,
hospitals etc in order to improve the quality life of rural populous. This is a 5 years
programme from 2019-20.

PM-JANMAN
The PVTG is particularly vulnerable tribal grow

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PS in the particular tribal village. PM JANMAN is targeted to connect tribal village

having population more than 100 PVTG population. This programme provides
connectivity, easy access and faster movement from the habitations to Mandis,
Agricultural Markets, other farmer related enterprises, higher secondary schools,
colleges, hospitals etc in order to improve the quality life of rural people.

1.2 ALL WEATHER ROAD

An all-weather road is one which is negotiable during all weathers, with some
permitted interruptions. Essentially this means that at cross-drainage structures, the
duration of overflow or interruption at one stretch shall not exceed 12 hours for
ODRs and 24 hours for VRs in hilly terrain, and 3 days in the case of roads in plain
terrain. The total period of interruption during the year should not exceed 10 days for
ODRs and 15 days for VRs.

1.3 CORE NETWORK & DISTRICT RURAL ROAD PLAN

PMGSY-I programme is based on the Core Network. The Core Network is
the network of all the Rural Roads that are necessary to provide basic access to all
the Habitations. A Core Network is extracted out of the total Network mentioned in
the DRRP and consists of existing roads as well as the roads required to be
constructed to the unconnected Habitations.
The DRRP is a road network in a district, showing the entire existing road network
with updated surface conditions, the habitations of various population size and roads
proposed for connecting the habitations from another connected habitations/ all-
weather roads in an economic and efficient way in terms of cost and utility. It is also
known as the Master Plan for Rural Roads for the district. The Census data of 2011 is
being used for PMGSY-II and PMGSY-III. Under PMGSY-II and PMGSY-III, District Rural
Road Plan is the basis for selection of roads. The DRRP comprises of Through routes
and Link routes. Under PMGSY-II and PMGSY-III, the DRRP includes identification of
candidate roads among the existing Through routes (TRs) and Link Routes (LRs)
based on utility value per unit road length of candidate road. The candidate roads
are to be selected based on the ranking generated by the Trace Maps using Q-GIS
software.
The Sub-project road Construction of Road from Sridhara Approach road to
Nandigudem in Kukunoor Mandal, is a Through Route/ Major Rural Link (MRL) / link
road with Code 221304 in Jangareddygudem block of Eluru District. This road
connects the habitations of Sridhara Approach road to Nandigudem with populations
of 383 respectively. Also, the habitations namely located within 3 Km/5 Km path
distance.

Habitation Population benefited Chainage

Sl.No.
benefited Directly Indirectly From To
1 Nadigudem 383 383 0/000 Km --
- -- --

TOTAL 383 383 2200 km

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1.4 GEOGRAPHY
The Proposed road falls in the district of Eluru in Andhra Pradesh state. Eluru district
of Andhra Pradesh lies between Latitude and longitude coordinates are 16.703285,
81.100388. Eluru is a large city in central Andhra Pradesh, with the population close
to 215,000 people, and with the population of the municipal area exceeding 0.5
million people. As some historic evidence has shown, the city was established as
early as in the 2nd century, and it used to be a center of Vishnukudina, Salankayana,
and other cultures. There are some tourist attractions in the area, which include
Buddha Park, Kolleru Lake, Guntupalli Caves, Dwaraka Tirumala, and so on.
The district Eluru is a costal district in Andhra Pradesh state, The district is bounded
by the Rajahmundry district on the East, Khammam district and Alluri Sitharama Raju
district on the North, Krishna district and Tammileru River on the west, Krishna
district and Bay of Bengal on the Southwest. And Bay of Bengal on the south.
The Eluru district is located in the tropical region of Andhra Pradesh. The district is
divided into three natural regions: the Delta, Upland, and Agency areas.

1.5 CLIMATIC CONDITION

The region has a tropical climate similar to the rest of the Coastal Andhra region. The
summers (March–June) are very hot and dry, while the winters are much cooler. The
temperatures in the summers often rise over 40 °C during the day. The rainy season
(July–December) is considered the best time for tourist visits, as the fields are bright
green with paddy crops, rivers are flowing with monsoon water, and climate is
relatively cool.
The Normal rainfall for the area is more than 1000mm and the area is classified as
High rain fall area as per Clause 3.3 (i) & (ii) of IRC SP 20:2002.

More than 1000 mm Heavy rain falls

500-1000 mm Moderate rain falls

1.6 THE SUB-PROJECT ROAD

The Proposed road comes under the category of link road and assigned as 221304 of
Kukunooru Mandal. Total length of the road is 2.20 km. Hence the road 2.20 kmis
belonging to Panchayat raj department is proposed for construction of road up to BT
standards. There are culverts at 0/100 Km, 1/300 Km.. Hence it is proposed to
construct and upgrade the existing road based on the traffic category and designed
Crust.

District Eluru District

Block Jangareddy gudem
Road Name Sridhara Approach road to Nadigudem
Road Code 221304
Package No PMGSY-IV
Road Length 2.20 km
Start Point Latitude: 17°26'44.17"N, Longitude: 81°11'5.22"E
(@ 0/000 km Sridhara Approach road
End Point Latitude: 17°27'9.25"N, Longitude: 81°10'34.68"E(@
2/200 km Nadigudem Village )
Age of the proposed road Not Available
Existing surface details of WBM road

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proposed road
Pavement Condition Index The road having 3.2 meter width with dirt road
(PCI) of the proposed road

1.7 EXISTING SURFACE DETAILS:

The surface of the road from 0/000 to 2/200 Km which is partially damaged and dirt
road is damaged forming ruts, deep depressions and not traffic worthy. Hence, it is
proposed to reconstruct this length of the road based on the existing site condition
and as per traffic intensity. Hence it is proposed for to reconstruct this length of the
road based on the existing site condition and as per traffic intensity.
The laboratory soaked CBR tests for Sub grade soil from 0/000 Km to 2/200 Km was
ranging from 5 to 7% and the field CBR tests were also conducted. Hence no need of
improvement for soil sub grade.

1.8 PROPOSED CRUST:

The existing CC road, Earthen road and crust i.e., base layer and sub base layers are
completely damaged forming deep pot holes, ruts and many undulations on the
road. Hence it is proposed to reconstruct and upgrade the road based on the
designed Crust.
Crust proposed is 325 mm thick based on the laboratory soaked CBR tests for Sub
grade soil was 5.4% and the ESAL are 192440 and the corresponding curve is S3T4
as per IRC SP 72 2015 (fig 4).
It is proposed to reconstruct and upgrade the road.
From 0/0 to 2/200 KM, it is proposed to reconstruct the road to Black top standards
by providing, WMM of 150 mm thick and MSS of 25 mm thick.

TERRAIN CLASSIFICATION:

As per clause 2.3 of IRC SP 20-2002 table 2.1

Terrain Cross slope of the Ruling Gradient
classification country
Plain 0-10% More than 1 in 10
Rolling 10-25% 1 in 10 to 1 in 4
Mountainous 25-60% 1 in 4 to 1 in 1.67
Steep >60% <1 in 1.67

Ruling
Chainage in kms min gradient Max gradient Type of terrain
Gradient
1/000 To 1/500 1 in 2000 1 in 24.4 1 in 10 Plain
1/500 To 2/200 1 in 1052.6 1 in 39.70 1 in 10 Plain
Average 1 in 1526 1 in 30.23 1 in 10 Plain

The road is passing through plain terrain, as the cross slope of the terrain is varying
in between 1 in 1526 to 1 in 30.23 which is more than 1 in 10
.

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PROPOSED CROSS DRAINAGE WORKS:

There are 6 no’s of CD work is newly proposed as per site condition and local
enquiry.

Proposed Pipe culvert works :-

In this Project we also proposed No. of Pipe culverts across the proposed roads at
different Chainages as given as detailed below

Sl Chainage Description
No’s Quantity
.
1. 1.00 km 1000 Dia 1 Row 1 -Row 1
Pipe culvert

2. 1.30 km 1000 Dia 2 Rows 2 - Row 2

( Pipe culvert

ALIGNMENT:

The road is having 16 horizontal curves in the alignment and the

details of the horizontal curves are as given in detailed below

Deviation Chord Design Restricted

Chaina
S.no angle length speed speed
ge
(Degree) (m) (kmph) (kmph)
Curve @
1. 0.0190 Km 30.74 5.88 15.00 15.00

Curve @
2. 0.024 Km 3.22 3.24 40.00 40.00

Curve @
3. 0.169 Km 200.00 6.28 10.00 10.00

Curve @
4. 0.369 Km 44.11 6.69 15.00 15.00

Curve @
5. 0.386 Km 23.54 5.84 20.00 20.00

Curve @
63.31 14.57 15.00 15.00
6. 0.532 Km

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Curve @
7. 0.550 Km 38.45 8.35 15.00 15.00

Curve @
8. 0.748 Km 44.749 6.25 15.00 15.00

Curve @
9. 2.158 Km 10.073 1.89 15.00 15.00

Curve @
10. 2.162 Km 1.875 2.03 40.00 40.00

At all the above locations extra width is proposed as per design

requirement. There are no vertical curves present on the road.
Availability of land:

The available land width in Built up area i.e., in village portion it is

about 8 mts. and where as in open area i.e., adjacent to fields the land
width available is about 10 to 12 mts.

Earth work:

There is possibility of taking of earth from road side drain from 0/0 to
2/200 Km to a length 2.20 Km.

Material availability:

It is proposed to bring required road materials like Selected

earth/gravel from Local with a lead of 10.00 Km, Coarse aggregate from

Gowripatnam with a lead of 46.00 Km, Sand from Prakkilanka quarry

with lead 44.00 Km, Bitumen& Emulsion from HPCL Visakhapatnam

271.0 Km

A meeting was conducted with the farmers and villagers existing on

both sides of the

proposed road and they agreed to give required land for upgradation

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of the existing road

District: West Godavari District

Road Name: Road from Sridhara Approach Road To Nadigudem in

Kukunoor Mandal of Polavaram Constituency

Road Code: L022051096

Package No: --

Road Length: 2.200 Km

Start Point: Medepalli to Rudramkota

End Point: Jeedigumpu

Age of the proposed road:

Existing surface details of proposed road: Kutcha
Pavement Condition Index (PCI) of the proposed road: 1
The road is proposed for both Up-gradation and Riding Quality
Improvement.
Upgradation is proposed for the chainage from 0/000 to 2/200 Km
Total length: 2.200 Km
Proposed length: 2.20 Km

1.9.0 SITE PHOTOGRAPHS :-

CH - At KM 0.00 KM :- NADIGUDEM ROAD :-

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In Existing badly damaged WBM road

with high vegetation with fields .

CH - At KM 0- 400 KM :- AT NADIGUDEM ROAD :-

In this Chainage partly Damaged WBM Road

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This Chainage partly Damaged WBM Road

with partly Gravel

CH - At - 800 KM :- NADIGUDEM ROAD :-

CH - At - 1200 KM :- NADIGUDEM ROAD :-

This Chainage partly Damaged WBM Road with

partly Gravel with out shoulders

CH - At - 1700 KM :- NADIGUDEM ROAD :-

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In this chainage existing road is partly WBM and

with out shoulders, this is not suitable for
travelling of Vehicals.

CH - At - 2200 KM :- NADIGUDEM ROAD :-

This Chainage partly Damaged WBM Road with

partly Gravel .

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2. Planning and Basic Design Consideration

2.1 Key maps

The following are enclosed

1) Topo sheet depicting the Project Road

2) West Godavari District map
4) Andhra Pradesh State map
5) India map
National and State highway network, Hospitals, Colleges, Schools

2.2 Preliminary alignment investigation

Separate sheet for alignment investigation in the form of strip map is
enclosed.

2.3 Transect Walk Summary

Table 2.2 Transect Walk Summary

Exist Addition
ing al Land Type of Loss Villa
Leng ge
Land Required Remarks/Suggestions
th
Widt LH
RHS LHS RHS
h S
300 6.00 2.5 2.50 Agricu Agricu --- It is the starting point of
m 0 ltural ltural road
Land land
300 6.00 2.5 2.50 Agricu Agricu --- Reconstruction of Kutcha
m 0 ltural ltural Road is proposed as per
Land land required crust thickness
based on flexible
pavement design.
300 6.00 2.5 2.50 Agricu Agricu --- Reconstruction of
m 0 ltural ltural Existing WMM Road is
Land land proposed as per required
crust thickness based on
flexible pavement
design.
100 6.00 2.5 2.50 Agricu Agricu --- Reconstruction of Kutcha
m 0 ltural ltural Road is proposed as per
Land land required crust thickness
based on flexible
pavement design.

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3. Topographic Survey
3.1 General
Topographic survey true to ground realties have been done using
precise instrument Dumpy level and Magnetic compass by the
concerned departmental persons for bringing out data.
The in-house standards, work procedures and quality plan
prepared with reference to IRC: SP 19-2001, IRC: SP 20-2002, IRC: SP
13 (in respect of surveys for rivers/streams) and current international
practices have been followed during the above survey.
The road is passing through plain terrain, as the cross slope of
the terrain is varies in between 1 in 1208 to 1 in 30.23 which is more
than 1 in 10. Total road passes mainly through agricultural fields
connecting the proposed villages.

3.2 Traversing
Traverse has been done by compass having angular measurement
accuracy of ± 0.50 degree. Traversing was done with magnetic
compass. In a compass traverse, the directions of survey lines are
determined with a magnetic compass. The sides of the traverse are
measured with a tape. In compass traverse, the bearings of all lines are
measured with a compass. Generally, a counter clockwise traverse is
preferred. The number of stations should be kept to a minimum. In
other words, the lengths of the traverse lines should be as great as
possible. The effect of the cantering error is small if the lines are long.
Taking the above into consideration, traversing work is carried out and
deflection angle and curve length were determined. Based on the
above two parameters, remaining elements like point of curvature,
point of tangent, length of transaction curve, tangent length, mid
ordinate and apex distance were calculated.
As per compass survey, at Chainage

Differential leveling is used for profile leveling and cross-

sectioning of the proposed road. The levels obtained in profile leveling
are used for plotting the longitudinal section which is required for fixing
the gradients and determining the earth work quantities.
Cross section leveling is done to determine the difference of
elevations of the ground surface along the lines perpendicular to the
centre line of the proposed road. Cross - sections are used for
estimation of quantities of earth work. Profile leveling and Cross
sectioning are done simultaneously.
Profile leveling commenced from a benchmark and ended at a
bench mark. Intermediate bench marks are first marked on the
alignment at suitable intervals.

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3.3 Cross Section & Detailing

Cross sections were taken at 20 m interval and at closed intervals
of 10 mts in curved portion of the existing road. All physical features of
the road were recorded. Cross sections covered full width of the road
way.
As the MSL is not available near the proposed road, temporary
bench mark is fixed on the top of electrical pole top at 0/0 Km. i.e.,
starting point of the proposed road and cross sectional levels are taken
at 20m intervals with respect to the Temporary Bench marks.
3.4 Data Processing
All data from topographic survey recorded by total station were
downloaded and final alignment, plan, profile were prepared and
presented in AutoCAD Format

3.5 BENCH MARKS:

Sl.no Description RL
1 The top of Housing board water tap on L/S
of Road @ ch 0.200 140.448
2 The top of Housing board water tap on L/S
of Road @ ch 0.180 140.470
3 The top of Culvert on L/S of Road @ ch
1.480 151.359
4 The top of Culvert on L/S of Road @ ch
5.070 169.849
5 The Current pole on L/S of Road @ ch 5.150 169.721
6 The Current pole on L/S of Road @ ch 5.160 169.922
7 The top of Culvert on L/S of Road @ ch
5.875 175.386
8 The Temple on L/S of Road @ ch 6.070 177.320
9 The Temple on L/S of Road @ ch 6.070 176.976
Checklist:

Reference pillars given Yes No

TBM with northing-easting given Yes No

Traverse survey carried out Yes No

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Cross section and detailing carried out Yes No

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4. Soil and Materials Survey

4.1 General
The soil and material investigations were done following the guidelines
of IRC: SP: 20-2002 and IRC: SP: 72-2015 and other relevant IS codes.
The potential sources of borrow areas for soil and quarry sites will be
identified. The identified quarries for road construction materials are as
mentioned below.
Sand - Prakkilanka with a lead of 44.00 Km
Metal – Gowripatnam with a lead of 46.00 Km
Selected earth – Local with a lead of 10.00 km
Bitumen – HPCL Visakhapatnam with a lead of 271 Km
4.2 Soil sample collection and Testing
Soil samples were collected along the road alignment at chainages
@ 0/620, 1/200 from the existing road sub grade. Soil Classification
tests like grain size analysis and Atterberg’s limit were conducted for all
the samples collected. Standard Proctor test and the corresponding 4
day soaked CBR test were conducted as the existing soil from the
borrow pits and from the existing embankment is of same nature. The
tests were conducted for the collected materials as prescribed in the
following codes:
• Grain size analysis as per IS : 272 (Part 4) – 1985
• Atterberg’s limit as per IS : 2720 (Part 5) – 1985
• Standard Proctor density test as per IS : 2720 (Part 7) – 1980
• 4 day soaked CBR test as per IS : 2720 (Part 16) – 1985

4.3 Analysis of Test Results

The laboratory soaked CBR value ranges from 5% to 6% from 0/0 to
6/200 Km. The soil laboratory test results are summarized in Table 4.1.
Table 4.1 CBR values for different stretches

Sl.No. Section CBR (%)

1. 0/250 5.80
2. 0/800 5.60
3. 1/300 5.70
4. 1/700 6.00
5. 2/200 5.90

The properties of the tested soil sample are as follows

S.No Description Values

I Grain size analysis:
a) Gravel % 5.2

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b) Sand % 42.44
c) Silt and clay fines % 52.36
II Atterbergs consistency limits:
a) Liquid Limit % 33.10
b) Plastic Limit % 23.84
c) Plasticity Index% 9.26
III I.S. Classification symbol SC
V I.S light compaction test
results
a)Max. Dry Density(gm/CC) 1.948
b)Optimum moisture content 8.48
VI CBR(soaked at OMC)
A) @2.5mm penetration 5.75%
B) @5.0mm penetration 5.0%
VII Free Swell Index 25 %
The field CBR tests were also conducted using Dynamic Cone
Penetrometer test apparatus on existing sub grade below damaged
WBM layer to assess the CBR and found that CBR is ranging from 5-6%,
consistently for the entire reach from 0/0 to 6/200 Km .The field CBR is
determined using the equation CBR = 10^(2.465-1.12xLOG10(PI)) as
per reference in vide page no.39 of “ Performance evaluation of low
volume roads” by Prof. Sankar of NIT, Warangal. Since the existing sub
grade CBR is more than 5% subgrade improvement is not required.

4.4 Coarse and Fine Aggregates:

Information regarding the source of aggregate and sand will be
gathered. The stone aggregates shall be procured from gowripatnam
with a lead of 46.00 Km, where as the sand shall be procured from
prakkilanka with a lead of 44.00 Km shall be used.. The aggregates and
sand where available and acceptable shall be used for bituminous work,
concrete works, other pavement works.
Figure -3 Quarry Map Enclosed
4.5 Sub-soil investigation for bridges:

No Bridge works were required in this Project.

4.6 Checklist:

Borrow pit suitable Yes

No
SSI for existing ground Yes
No
Investigation for coarse/fine aggregate Yes
No
Quarry map Yes No

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5. Traffic Survey
5.1 General
In the present scenario of Reconstruction of road, 3 day, 24 hr traffic
volume count has been conducted on the already completed or similar
type of PMGSY road in the vicinity of the project road. The Classified
Volume Count survey has been carried out in accordance with the
requirements of the TOR and relevant codes (IRC: SP: 19-2001, IRC: SP:
20-2002, IRC: SP: 72-2015). The surveys have been carried out by
trained enumerators manually under the monitoring of Engineering
Supervisor.
5.2 Traffic Data and Analysis
The traffic count done was classified into different vehicle category as
given below:
• Motorized vehicle comprising of light commercial vehicle, medium
commercial vehicle, heavy commercial vehicle, trucks, buses,
agricultural tractors with trailers, car, jeep, two wheelers etc.
• Non- motorized vehicles comprising of cycle, rickshaw, cycle van,
animal drawn vehicle etc.

The number of laden and un-laden commercial vehicles was recorded

during the traffic counts. Traffic volume count for this project road was
done during winter season. The seasonal variation is based on local
enquiry.
Average of 3 day traffic data is presented in Table 5.1. (Enclosed
separately)

Average Annual Daily Traffic of 0/000 to 6/200 Km (Both ways) in Table

5.2.
(Enclosed separately)

a) Traffic volume and mix do not vary along the road

b) Traffic volume and mix vary along the road

c) Traffic volume and mix will vary along the road in the future

d) There is a potential for through traffic using the road

e) % of loaded vehicles

5.3 Traffic Growth Rate and forecast

In the absence of any specific information to the Field Engineer an
average annual
growth rate of 6% over the design life has been adopted as per IRC:SP
72:2015 clause 3.2.3.

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6. Hydrological Survey
6.1 General
Hydrological survey is necessary for design of adequate and safe Cross
Drainage Structures so that the rain water can pass as per natural
slope. Hydrological survey of the proposed road is based on the
following observations:
• Rainfall Data
• Catchments Area
• Time of Concentration
• Existing Cross Drainage Structures

6.2 Rainfall Data

Rainfall data for the last 3 years is collected from the Mandal Revenue
Office of Buttayagudem mandal and is here with enclosed for reference.
The total rain fall occurred during the last three years is more than
1000mm rain fall is considered as heavy rain fall.
The Normal rainfall for the area is more than 1000mm the area is
classified as High rain fall area as per Clause 3.3 (i) & (ii) of IRC SP
20:2002.
More than 1000 mm Heavy rain fall
500-1000 mm Moderate rain fall
The maximum intensity of rainfall occurred in the year 2014.

6.3 Catchment Area

The Catchments area is calculated by gathering local information and
topographical survey data and from topographical sheets.
6.4 Time of Concentration
Time of concentration (tc) in hours is calculated from the formula of
(0.87 x L3/H)0.385, where L is distance from the critical point to the
structure site in km and H is the difference in elevation between the
critical point and the structure site in meters.

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Adopted Geometric Design Standards

7.1 General
The geometric design standards for this project conform to PMGSY
guidelines and the
guidelines as stated in IRC-SP 20:2002. Recommended design
standards vis-à-vis the
standards followed for this road are described below.

7.2 Terrain
The classification of terrain was selected from plain/rolling/hilly/steep
classification for which following criteria will be applicable. As per clause
2.3 of IRC SP 20-2002 table 2.1

Terrain Cross slope of the country

classification
Plain 0-10% More than 1 in 10
Rolling 10-25% 1 in 10 to 1 in 4
Mountainous 25-60% 1 in 4 to 1 in 1.67
Steep Greater than 60% Less than 1 in 1.67

Chainage in min Max Ruling Type of

kms gradient gradient Gradient terrain
0/0-2/000 Km 1 in 2000 1 in 24.4 1 in 10 Plain
2/001- 4/000 1 in 1 in 1 in 10 Plain
Km 1052.6 39.70
4/001- 6/200 1 in 1 in 1 in 10 Plain
Km 571.40 26.60
Average 1 in 1208 1 in 1 in 10 Plain
30.23

The road is passing through plain terrain, as the cross slope of the
terrain is varies in between 1 in 1208 to 1 in 30.23 which is more than 1
in 10.

7.3 Design Speed

The proposed design speed along this project road will be selected from
the following table as per clause 2.4 table 2.2 of SP 20 -2002
Road Plain terrain Rolling Mountainou Steep
classificatio terrain s terrain terrain
n
Rulin Min. Rulin Min. Rulin Min. Rulin Min.
g g g g
Rural 50 40 40 35 25 20 25 20

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Roads
(ODR and
VR)

The design speed for this road project is considered as 50 KMPH

as the road falls under plain terrain with a gradient of 3.31% (which is
less than ruling gradient of 3.31%)

7.4 Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified in
IRC-SP 20:2002):

Road Plain and Rolling Terrain Mountainous and Steep

classification Terrain
Open Area Built-up Open Area Built-up
Area Area
Nor Rang Nor Rang Nor Rang Nor Rang
mal e mal e mal e mal e
Rural roads 15 15- 15 15- 12 12 12 9
(ODR and VR) 25 20
In open area required ROW is available, 10 to 12 m but in built up
area 8.0 mts is available.

7.5 Roadway Width

Roadway width for the proposed village road is as specified in IRC-SP
20:2002 : clause 2.6.3 page 30

Roadway Width
Terrain Classification
(m)
Plain and rolling 7.5
The Mountainous and steep 6.0 proposed
road comes under plain terrain classification hence the road way width
of 7.50m is proposed.

7.6 Carriageway Width

Road classification Carriage way width (m)
Rural roads (ODR&VR) 3.75

The width of carriageway for this project road is 3.75m. (as specified
in IRC-SP 20:2002): clause 2.6.4 page 30
For the proposed road from 0/0 to 1/000 Km, the carriage way width

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is 3.75 mts. and the shoulders on both sides is of 1.875 mts. and the
road way width proposed is 7.50 mts.

7.7 Shoulders
It is proposed to provide 1.875 mt wide shoulders on both sides with
Selected earth.

7.8 Roadway width at cross-drainage structures

Road classification Terrain in(m)
Plain and Mountainous or
rolling steep
Rural 7.5 6.0
roads(ODR&VR)

The road way width of 10 mts is available at all the C.D. work locations
for this proposed road work and hence 10.0 m. wide for all C.D. works
were proposed for widening in future purpose as per Clause 2.7.2 of IRC
: SP 20 : 2002

7.9 Sight Distance

The safe stopping sight distance is applicable in the geometric design.
The sight distance values for this road as per clause 2.9 of IRC SP 20 -
2002 recommendations are presented below:

Design Speed Safe Stopping Sight

(km/hr) Distance (m)
20 20
30 30
40 45
50 60
There is one junction points at the entrance of road and end of the road
where R&B road is connecting with the proposed Panchayat Raj road.
Hence need of design of intersection is required at starting and
intersection needed to be designed at the end as the proposed road
joints the existing R&B road

This is to certify that the existing bell mouth is designed and provided
as per code requirement.

7.10 Radius of Horizontal Curve

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According to clause 2.10.4 of IRC SP 20-2002, the minimum radius of

horizontal curve for this project road is given below:

Radius of Horizontal Curve (m)

Terrain
Ruling Absolute
Category
Minimum Minimum
Plain 90 60

To minimize extra land arrangement, minimum radius used is 20 m

7.11 Camber & Super elevation

A camber adopted on this road section is given below. The maximum
super elevation is 5.0% for this project road.
Surface type Camber (%)
High rainfall
(Annual rainfall >1000mm)
Earth road 5.0
WBM Gravel 4.0
road
Thin bituminous 3.5
road
Rigid Pavement 2.5

A camber of 3.5% is proposed for this road project as the rain fall
of the area is more than 1000mm. and the maximum super elevation
provided is 7% for this road project.
( As per Clause 2.8 of SP20: 2002 page 35 of table 2.11)

7.12 Vertical Alignment

As per clause 2.3 of IRC SP 20-2002 table 2.1

Terrain Cross slope of the

classification country
Plain 0-10% More than 1 in 10
Rolling 10-25% 1 in 10 to 1 in 4
Mountainous 25-60% 1 in 4 to 1 in 1.67
Steep >60% <1 in 1.67

The road is passing through plain terrain, as the cross slope of the
terrain is varies in between 1 in 1425 to 1 in 35.22 which is more than 1

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in 10.

Generally, minimum gradient of 0.3% for drainage purpose is

considered for designing the vertical alignment of this road.
7.13 Vertical Curves
There are no vertical curves in the proposed road since the road passes
through plain terrain.

7.14 Side slope

As per clause 2.6.6, and table 2.7 of IRC SP 20-2002 of page 34.Side
slope for this rural road where embankment height is less than 3.0m is
given in the table below.

Condition Slope (H:V)

Embankment in 2:1
silty/sandy/gravel soil
Embankment in clay or clayey silt 2.5:1 to 3:1
or inundated condition
Cutting in silty/sandy/gravelly soil 1:1 to 0.5:1
Cutting in disintegrated rock or 0.5:1 to 0.25:1
conglomerate
Cutting in soft rock like shale 0.25:1 to 0.125:1
Cutting in medium rock like 0.083:1 to 0.0625:1
sandstone, phyllite

The side slopes were proposed for this road as per codal requirement.

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8. Alignment Design

8.1 General

The basic aim of highway design is to identify technically sound,

environment-friendly and economically feasible highway alignment. The
most appropriate alignment is to be proposed considering the effect of
climate change and past history of natural disasters in the area. The
selection of the alignment is to be made after economic, social and
environmental analysis, the details of the same is presented in
succeeding chapters. The ensuing sections deals with obligatory points,
which control highway alignment, design of cross-section, highway
geometric design & methodology, design of miscellaneous items.
The main components included in the highway design are:
 Cross-sectional elements
 Embankment
 Horizontal alignment
 Vertical profile
 Junctions and/or Interchanges
 Road furniture
 Miscellaneous items

Cross-sectional elements:

 The surface of the road from 0/0 to 2/200 Km is existing kutcha Road

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which was severely damaged, BT is completely washed out forming

potholes, ruts, deep depressions and not traffic worthy. Hence, it is
proposed to reconstruct and upgrade the entire length of the road
based on the Existing site condition and as per traffic intensity.

The laboratory soaked CBR tests for Sub grade soil which was
ranging from 5 to 6% and the field CBR tests were also conducted.
Hence no need of improvement for soil sub grade.
From 0/0 to 1/000 km the required crust of 175mm as per
existing Sub grade strength and Traffic category falls under S3T4
category vide Clause 4.3 of IRC: SP: 72 – 2015. The crust of 150mm
WMM followed by MSS of 25mm thick.
8.2 Horizontal Alignment:

Extra widening is proposed at all road curves corresponding to the

deviation angles.
Horizontal curves are proposed for deviation angles as follows

8.4 Design of Junctions

There is one junctions along the length of the road at start and end of
road where the proposed PR road meets the R and B road. The Junction
is designed and certified. In field also there are no obstructions in the
triangular portions of intersections.

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9. Pavement Design
9.1 General
Considering the sub grade strength, existing road surface strength,
projected traffic and the design life, the pavement design for low
volume PMGSY roads was carried out as per guidelines of IRC: SP: 72 –
2015, or IRC SP:77 “Design of Gravel Road” and IRC SP:62-2014
“Cement Concrete roads”. In built up area for hygienic and safety
reasons, CC pavement was used with a hard shoulder and CC drain
appropriate line along the road.

9.2 Pavement Design Approach

9.2.1 Design Life
A design life of 10 years was considered for the purpose of pavement
design of Flexible & granular pavements and 20 years for Rigid
pavements as per IRC SP: 72 - 2015 clause 3.3 and IRC SP: 62 - 2014
clause 3.3
9.2.2 Design Traffic
The average annual daily traffic (AADT) for the opening year as well as
the total commercial vehicle per day (CVPD) is presented in Table 5.2.
The annual growth rate of 6% over the design life is adopted as per
IRC SP: 72 – 2015 clause 3.2.3
The total commercial vehicle per day (CVPD) of (AADT) at Ch 0/970 km
is 54, total motorised vehicle per day of AADT is 114 and a non
motorised vehicle per day of AADT is 59. Taking the annual growth rate
@ 6% and for designed life the AADT are 121 for total commercial
vehicle per day (CVPD), motorised vehicle per day and non motorised
vehicles per day respectively.

9.2.3 Determination of ESAL applications

Only commercial vehicles with a gross laden weight of 3 tonnes or more
are considered. The design traffic was considered in terms of
cumulative number of standard axles to be carried during the design life
of the road. The numbers of commercial vehicles of different axle loads
are converted to number of standard axle repetitions by a multiplier
called the Vehicle Damage Factor (VDF). An indicative VDF value was
considered as the traffic volume of rural road does not warrant axle load
survey.
For calculating the VDF, the following categories of vehicles was
considered as suggested in paragraph 3.4.4 of IRC: SP: 72 – 2015.
• Laden heavy/medium commercial vehicles
• Un-laden /partially loaded heavy/medium commercial vehicles
• Over loaded heavy/medium commercial vehicles

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Indicative VDF values are as given below:

Over Laden Over Laden
(if Over (if Over
Vehicl laden laden Un-laden /
Laden
e type vehicles vehicles Partially laden
exceeds 20 vary 10 %
%) to 20 %)
HCV 2.58 5.35 2.86 0.31
MCV 0.31 0.65 0.344 0.019

Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL
application = To * 365 [(1+r/100)ⁿ - 1/(r/100)] * L, where To = ESAL
application per day. The Cumulative ESAL application for the project
road as per paragraph 3.4.4 of IRC: SP: 72 – 2015 is 212454
9.2.4 Sub grade CBR

The sub grade CBR arrived is from 5.0 to 6.0% (after conducting tests
on the collected soil samples) is considered and the calculated traffic is
192440. and the traffic falls in T4 Traffic category (Cumulative ESAL
Applications for T9 Traffic category is 100000 to 200000) as per SP72-
2015.

9.3 Pavement composition

Flexible Pavement

The designed pavement thickness was calculated by referring Figure 4

(Pavement design catalogue) of IRC: SP: 72 – 2015 and pavement
composition as given in Chapter 5 should be maintained as far as
possible.
The pavement layers provided are given below:

 The surface of the road from 0/0 to 2/200 Km is existing kutcha Road
which was severely damaged, BT is completely washed out forming
potholes, ruts, deep depressions and not traffic worthy. Hence, it is
proposed to reconstruct and upgrade the entire length of the road
based on the Existing site condition and as per traffic intensity.

The laboratory soaked CBR tests for Sub grade soil which was

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ranging from 5 to 6% and the field CBR tests were also conducted.
Hence no need of improvement for soil sub grade.

From 0/0 to 2/200 km the required crust of 300mm as per

existing Sub grade strength and Traffic category falls under S3T4
category vide Clause 4.3 of IRC: SP: 72 – 2015. The crust of 300mm
WBM followed by MSS of 25mm thick.

For Road chainage 0/0 to 1/000 km

Proposed Crust
thickenss
Top Layer MSS of 25mm thick 25 mm
CBR not less
Base Layer WMM 150 mm
than 100
GSB Bottom layer 150
Total thickness 325 mm

9.4 Embankment Design

In built up portions where no side earth is available and at place of

filing from is proposed with borrow earth with a lead of 10 Km may be
available at surrounding village near by which can be used as selected
earth for sub grade portion also.

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CERTIFICATE

This is to certify that, the existing surface of the road project at

“Sridhara Approach road to Nadigudem , Kukunooru Mandal , Eluru Dist of

Polavaram Constituency , the pavement and is completely Gravel road .

The existing gravel road i.e., 0.00 km to 2200 km is existing WBM and

Gravel road in Damaged condition but requires cleaning, hence cleaning and

clearing the vegetation is proposed.

Executive Engineer, Dy. Exe. Engineer,

Asst.ExecutiveEngineer

Superintending Engineer,

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10. Cross Drainage Works:

10.1 General
2 On the basis of hydrological survey, 01 no’s new cross drainage
structures are recommended for the project road as listed below.
3
As per SP20 : 2002 Clause 7.7.2.1 , page 131 box culvert is proposed
as catchment area is less than 10 Hectares, low embankments are
existing and these culverts are proposed mainly for agricultural
purposes.

Sl Chainage Description of proposed Structure

. (km)
Span/ Dia.
Type Remarks
(m)
1 1300 Pipe culverts 600 mm dia New pipe culvert
, 1000 mm is propsed in new
dia road to flow the
canal water.

10.2 Design Feature

Design Standards for culverts has been prepared based on standard
codes and guidelines of IRC: SP: 20: 2002 and similar type of ongoing
projects. General features of the designed cross drainage structures are
given below:
For RCC Hume pipe culvert, minimum road width has been taken as
7.50 m.
Width of culvert: 7.50m with parapet.

10.3 Hydraulic calculation for Culvert

The design discharge was calculated by the rational method considering
peak runoff from catchment using the formula,
Q = 0.028 x P x A xIc
Where P = Coefficient of Run Off for the catchments characteristics, A =
Catchments Area in Hectares & Ic = Rainfall Intensity
Small bridge-site length of which exceeds 15 m to be jointly visited by
STA and S.E. Design – as per SP-20 & SP-13 and relevant IRC Codes for
Bridges.

Causeways and submersible bridges – Design to be done as per SP-20

and SP-82:2005.

10.4 General

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As cross slope of area is min 1.20% which is more than 0.30%, good
drainage condition along the alignment is existing.

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11. Land Requirement

11.1 General

This is a up gradation road. The existing Right of Way (ROW) is varying

from 9.0m to 12m.

11.2 Proposed ROW

The width of carriageway has been considered as 3.75 m in accordance

with the IRC-SP 20: 2002. The total roadway width is limited to 7.5 m
with 1.875 m earthen shoulder on either side of carriage way. The
proposed ROW generally varies from 10 m – 12 m depending upon the
embankment height and the proposed ROW is even less than 10 m in
some stretches of habitation area and in areas having tree plantation.

11.3 Additional Land

The villagers and the Gram Panchayat came forward to give their lands
for formation of proposed road to have 7.50 mts. formation width with
side slopes of 2:1. And also the villagers and formers have given their
consent to this effect in writing and the same was enclosed.

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Safety Guidelines for Planning and Design of Alignment :-

13. Safety in Planning, Design and Construction (embedding of

safety measures in the DPR)

At the state level, the state Quality coordinator and the Head of the
DPIU at District level shall be tasked by the State Governments to
coordinate with the State Governments road safety mechanisms and
programs, in particular through membership of the State Road Safety
Council and District Road safety committees respectively created as per
provision of Section 215 of the Motor Vehicles Act, 1988(Act No:59 of
1988).

13.1 Planning
Road safety starts from planning stage itself. A road hierarchy system of
network planning has been one of the important tools used for road network
and land use planning. Basic approach is for defining each roadway in terms
of its main functions (of accessibility and mobility) and appropriate design
criteria. Rural road comprise other District Roads and Village Roads for which
geometric design standards are given in IRC Codes. These roads basically
serve the accessibility function. Normally a rural road should not join or
intersect a national highway or even a state highway. It should join a major
district road for better network efficiency and more importantly for better
safety.
Following points should be kept into consideration for safe design of
alignment and profile:
(i) Road should be designed with characteristics of self-explaining,
consistent, ‘forgiving’, and for safe use of all categories of users, and
with consideration of human factors.
(ii) Ruling standards of geometric design be adopted, with largest
practical radius and sight distance.
(iii) Sharp bends/ 90° turn should be avoided and improved if present on
existing roads or tracks. These are hazardous locations and need to
be eliminated even if, it requires acquisition of land. The requirement
and locations be identified during transect walk and field surveys.
The state should make provisions for the acquisition of land at
critical locations. In cases where it is not feasible/ impossible then
speed management measures should be planned and provided.

13.2 Facilities for Vulnerable Road Users (VRUs) such as pedestrians and
cyclist should be crucial part of safe design of rural roads. If separate
provision for their movement is not made, then they would use and share

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same road space as by motorized vehicles which could be dangerous for

them. Rural Roads Manual prescribes 3.75 m width of carriageway and 7.5 m
width for roadway. Therefore, width of 1.875 m should be available on both
sides for shoulders. This width meets the requirement of minimum width of
1.8 m, prescribed for pedestrian movements, by IRC: 103- 2012. Maintaining
this width with well compacted gravel (non soft soil) material would greatly
facilitate pedestrian movement especially for school going children. The
photographs in Fig. 14.5, should give a fair idea for well provided and
maintained facility for pedestrians to walk. This would be useful for movement
for cyclists.

Fig. 13.2: Photographs showing well maintained shoulders for pedestrians to

Walk

Safe facilities for pedestrians should include crossing facility by way of zebra
pavement marking. This should be provided at intersection and at bus bays
and at other need based locations which are most used and preferred by
pedestrians to cross the road. Fig.14.6. shows illustrative Pedestrian crossing
Markings.
Fig. 13.3: Pedestrian crossing Markings on Rural Roads.

(Note: Need to be replaced with modified drawing for single-lane/intermediate

lane width.)

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13.3 Traffic Signs: Traffic signs and pavement markings are effective and
essential tools for safety on rural roads and should be integral part in DPR.
The important points to be kept into consideration are:
(i) The material, shape, size, configuration and placement of traffic signs must
conform to the standard prescribed in IRC: 67 – 2012. If any non-standard and
wrong sign exists on the road, it must be replaced by correct and standard
sign.
(ii) Section 6.7 of IRC: 67 – 2012 provides guidance on the types of retro-
reflective sheeting. For rural roads, Class B, Type IV sheeting by IRC 67 – 2012
may be used for better conspicuity especially in night time use.
(iii) GI pipes or rectangular hollow section as support post, should be used for
sign support.
(iv) Signs should be so placed that that their bottom edge should not be less
than 2 m above the kerb.
(v) If the meaning of the sign is required to be made more explicit, then a
rectangular definition plate may be provided, placed below the sign as
prescribed in Section 13 of IRC: 67 – 2012.
(vi) The general size of the sign should be 600 mm unless prescribed
otherwise for some signs, in IRC: 67 – 2012.
(vii) Over head signs on rural roads are not required to be provided, they
being single lane with low speeds.
(viii) The traffic signs prescribed by IRC 67 – 2012 , ‘Code of Practice for
Road Signs’ which can be commonly used for rural roads are given below:
(a) Mandatory/ Regulatory Signs

Stop Sign Maximum Speed Limit Overtaking Prohibited

Yield Sign
(b)Cautionary/ Warning Signs

Left Hand Curve Right Hand Curve Right Hairpin Bend Left Hairpin
Bend

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Narrow Bridge Ahead School Ahead Pedestrian

Crossing

Steep Ascent Steep Descent Men

at Work

Speed Hump Rumble Strips Cattle

Crossing

Hazard Marker (Left) Hazard Marker (Right)

Single Chevron Double Chevron Triple Chevron

(c) Information Sign– The color pattern shall be white background with
black border, letters and arrows

13.4 Rural Roads shall be provided with pavement markings as per material
(thermoplastic paints with glass beads) and pattern, prescribed by IRC: 35-
2015, ‘Code of Practice for Road Markings. Essential ones are, edge line
markings, STOP line and pedestrian crossing:
(a) Edge Line Markings

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(b)STOP Line

(c) Pedestrian Crossing Markings

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13.5 Delineators: Rural roads especially in hilly terrain for travel in

night time become much safer if they are properly delineated. IRC: 79 –
2019, ‘Recommended Practice for Road Delineators’, prescribes guidance
on road delineators. But, care needs to be taken that they are only of
plastic material with reflectors, instead of materials such as metal,
concrete, timber or cut stone since they may pose safety hazard for out
of control vehicles. They can be rectangular, circular or plastic drums as
shown in Fig.13.6.

Fig. 13.7: Road Delineators

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13.7 Crash barriers may be provided at hazardous locations such as, where
height of embankment is more than 3 m, on approaches to bridges (Fig.
14.8) as prescribed in IRC:119 - 2015, ‘Guidelines for Traffic Safety
Barriers. They should also be fitted with reflective markers for enhancing
night time visibility. It is important to provide suitable end treatment for
such type of barrier for safety. The ends of this barrier must either be
embedded into ground by tapering down or these must be embedded into
the rigid parapet wall of a culvert or specially prepared rigid parapet for
the purpose of embedding.
Fig, 13.8: Crash Barriers on approaches to Bridges

13.8.0 Road Studs: Provision of road studs to supplement

longitudinal/ transverse reflectorised pavement markings greatly

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improves visibility in night time and in inclement weather. They

should be provided as per Section 5 of IRC: 35 – 2015.

13.9.0 Hazard markers should be provided at all pipe culvert

headwalls (Fig. 14.9), at each end of all box culverts, river crossing
causeways and similar CD structures and at any discontinuity in the
shoulder.

Fig. 13.9: Hazard Markers at Narrow Culvert

13.10 At submersible bridges and causeways, guard/ guide posts

(Fig. 14.10) be provided as recommended in IRC: SP: 82 – 2008,
‘Guidelines for Design of Causeways and Submersible Bridges’

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Fig.13.11.0: Guard Posts as recommended by IRC: SP: 82 – 20

13.11 The DPR shall provide for identification/ marking of objects (as
prescribed in IRC: 35 –2015; painting of the objects such as guard
rails, guard stones or trees, with white paint, up to a height of 1.25 m
above the road level with 300 m band with black paint in the middle
of 1.25 m height to enhance visibility. It should also provide that all
objects located within 2.4m from shoulder shall be painted. In
addition to the object markings, (Fig. 14.11) as provided in IRC: 79 –
2019, shall be placed in front objects to enhance visibility. The height
of object marker shall be at least 1.2 m above the traffic lane.

Fig. 13.11: Object Markers as per IRC: 79 – 1981

3.12 Ramps should be provided where field paths and cattle

crossings intersect the road.

13.13 Sharp, blind curves are highly hazardous locations and must be
eliminated even if, it requires acquisition of land. In cases, where
acquiring of extra land is somewhat impossible, then following
measures should be adopted:
(i) The carriage way should be widened to two lanes at the bend
(ii) Traffic Signs for ‘Overtaking prohibited’, ‘Speed Limit’ and
‘Compulsory Horn’ should be provided at both ends of the curve.

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Instead of placing them on separate support poles, they should be

placed on single post as shown in Fig.14.12. Chevron sign should
also be provided at the bend.
(iii) Reflective delineators or Chevron signs (Fig. 14,13) should be
provided on the both sides of approaches and on the bend as
specified in IRC: 79 - 2010,
(iv) Double chevron signs at the apex of curve be provided, for both
direction of travel

Fig. 13.13: Placement of Regulatory Signs on Single Support

Post

Fig. 13.14 :
Chevron Signs at Sharp Bend

(v) Some low cost measures of delineating the sharp curves

can be provided as shown in Fig.14.14. The photograph on
the left shows number of bamboo sticks tied together and
painted in alternate colors of red and yellow. The
photograph on the right shows an earth mound created with

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tress/ shrubs planted. These measures would help in

delineation of sharp bend.

Fig. 13.15: Suggestive Low Cost Measures for Delineating at

Sharp Bend

13.16 Rumble strips/ markings also should be provided on approaches

to schools if they exist

on rural roads.

13.17 The rural road entering/ passing through villages poses a

serious challenge especially in Indian situation where rural roads are
generally used by villagers, as the back yard of their homes. They
sometimes even cook food on road besides using for their livestock.
The design and safety measures/treatment will have to be site
specific. Some of the design features are given here which are
expected to enhance safe use of road:

(i) The stretch within the village should be treated as 20kmph zone.
For some villages, it may be 15kmph zones. Therefore speed
limit signs are to be installed on approaches along with gradual
transitional reduced speed limit signs. Rural Roads Manual
prescribes design speed for rural roads as 50 km/h (ruling) and
40kmph (minimum) in plain terrain and still lower in mountainous
terrain.
(ii) ‘Village Gateways’ as per IRC:99 Guidelines on Traffic Clamming
Measures may
be provided.
(iii) Pre Cast Interlocking Concrete Blocks (Fig. 14.15) as prescribed
by IRC; SP 63- 2004, ‘Guidelines for Interlocking Concrete Block
Pavement’ and in ‘Grameen Sampark’ 2007 edition by NRRDA or
Stone (granite) brick paving (if available at economic cost) can
be used in the village stretch, instead of traditional bituminous
one. It would help in speed reduction, avoid surface damage in

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rains, provide least life cycle cost due to low maintenance and
give longer service life.
Fig. 14.15: Interlocking Concrete Blocks for Road Paving at
Villages

(iv) Concrete drains with covers should be provided in the village

stretch. The level of drains with covers should be at the same
level as the pavement but drainage system should provide for
storm water and household drainage going into these drains.
They should have self-cleansing gradient and taken to the
nearest natural drain. Covers should be removable for ease of
cleaning and maintenance.

13.18 Guidelines for Safety During Construction

Safety in Work Zones during Construction: There could be two situations in
construction of rural roads. One could be green field i.e. construction of all
together, a new link road. The other could be on existing cart track/
alignment. Rural Roads Manual suggests that generally, most new roads
will also have to follow the existing cart tracks and other such existing
alignments. This implies that there is movement of vehicles on the road.
Therefore, the situation requires careful Work Zone Traffic Management
Plan (WZTMP) in work zones. The Guidelines given in IRC SP: 55–2014 –
Guidelines on Traffic Management in Work Zones’ should be adopted.
These are contractual requirements as these are also part of MoRD
specifications for Rural Roads.
(a) Construction of rural roads may comprise mostly construction of
road stretch and construction of cross drainage structure. Fig.
14.16 shows the layout of signs for road construction and 14.17
shows layout for construction of cross drainage structure.

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Fig. 13.19: Temporary Diversion on Construction of Cross Drainage

Cones or Plastic Drums

Delineation with Cones/

Plastic Drums

Structure

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14.0 Construction Methods

14.1 Preparation for Earthwork

After setting out existing ground shall be scarified to a minimum depth
of 150 mm and leveled manually and compacted with ordinary roller to
receive the first layer of earthwork. In filling area, existing embankment
will be generally widened on both sides as per the alignment plan.
Continuous horizontal bench, each at least 300 mm wide, shall be cut
on the existing slopes for bonding with the fresh embankment/ sub
grade material as per Cl 301.7.
14.1.2 Embankment work
Material from borrow pits will be used for embankment construction as
well as the approved material deposited at site from roadway cutting
and excavation of drain & foundation may be used. Layer of the earth
shall be laid in not more than 25 cm (loose) thick layers & compacted
each layer of the soil up to 30 cm below the sub grade level if road is
designed for upto 2 MSA and it is should be 50cm if road is design for
more than 2 MSA as per IRC 37. at OMC to meet 97% of Standard
Proctor Density.
Material for embankment and sub-grade shall satisfy the requirements
of Table 300-1 and 300-2 as per the MoRD Specification for Rural Roads
(First revision) published by IRC in 2014.
14.1.3 Sub-grade
Material of specified CBR as per design will be used for construction of
top 30 cm as sub-grade for road designed upto 2 MSA and 50cm. for
roads designed for more than 2 MSA. Soil in these sections is quite good
for road construction. Top 30 cm upto the sub grade level and shoulder
at OMC to meet 100 % of Standard Proctor Density by proper control of
moisture and by required compaction with a smooth wheeled roller.
14.1.4 Sub-base
Sub base material in the form of stone aggregates and sand as
available in the area to be used in GSB layer.
14.1.5 Base
Stone aggregates will be used in base course. 63 mm to 45 mm size
(Grading 2) aggregate as been proposed for the bottom layer and 53
mm to 22.4 mm (Grading 3) size has been proposed for the top layer.
WBM screening used should have PI less than 6. If WMM layer has to be
done grading should be as per Section 400(Table 400.12) of MORD
specification and fraction passing 425 micron sieve should have PI less

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than 6. WMM should be allowed only with WMM plant and spreading
with Paver or Motor grader. 100% compaction OMC is required.

14.1.6 Shoulder
Earthen/Unscreened gravel shoulder shall be constructed in layers and
compacted to 100% of Proctor’s Density. First layer of shoulder shall be
laid after the sub–base layer is laid. Thereafter earth layer shall be laid
with base layer of pavement and compacted.
14.1.7A Structural Bituminous layer BM/ DBM/ SDBC/ BC etc.

14.1.7 Wearing Course

Slow setting bitumen emulsion will be applied as primer on WBM/WMM
layer. Emulsion shall be sprayed on surface with pressure distributor.
Rapid setting bituminous emulsion shall be used for Tack coat. To
ensure proper quantity of Emulsion for primer and Tack Coat Engineer
incharge will check the length of spreading for one drum of Emulsion as
per carriageway width.
Premixed carpet and mixed with equivalent viscosity grade bitumen
shall be laid as surfacing course. 6 mm thick Type B seal coat is
considered for sealing of the premixed carpet.

14.1.8 Structural Works

Following grades of concrete are proposed for Structural works and
comply with MORD and IRC specifications:
• Concrete in superstructure of slab culvert – M-25 (RCC)
• Concrete in abutment cap, dirt wall of slab culverts – M-25 (RCC)
• Brickwork in abutment, return wall, headwall - M-15 (RCC)
• Concrete below abutment, return wall, headwall – M-10 (RCC)

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15. Environmental Issues

15.1 Impact of the project

Environmental analysis (EA) is a key part of the planning process for a new
road. It presents the opportunity to look at alternative proposals, discuss
the negative and positive impacts of a given project, look at ways to
mitigate negative impacts and plan for funding for those mitigation
measures, incorporate the ideas and thoughts of local citizens impacted by
the project, avoid delays once the project is under construction, and come
up with an optimized, improved plan for the project. The environmental
analysis for the proposed road is thus presented.
Figure 17.1 Impact of the road

Considering the results of environmental analysis, a Carbon Emission

Reduction Plan is to be prepared. This plan consists of decisions made and
steps taken to reduce carbon footprints resulting from the construction and
maintenance activities.
15.2 Calculation of CO2 equivalent savings in GHG emissions
15.3 Calculation of material and energy consumption for the project

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{References For Calculations:

Material Consumption
For Construction
Quantity Proposed to
Material Unit
be used
Coarse aggregate Tonnes
Fine aggregate Tonnes
Soil Tonnes
RCC Tonnes
Cement Tonnes
Brick Tonnes
Reinforcement Tonnes
Bitumen/cationic bitumen
Tonnes
emulsion
Diesel Litres
Timber Tonnes
Kerosene Litres
For Maintenance
a. Routine Maintenance
Coarse aggregate Tonnes
Fine aggregate Tonnes
Bitumen/cationic bitumen
Tonnes
emulsion
Cement Tonnes
Soil Tonnes
Diesel Litres
Timber Tonnes
Kerosene Litres
b. Periodic Maintenance
Bitumen Litres
Coarse aggregate Tonnes
Diesel Litres
Conversion Factors for construction materials
Embodied Energy Embodied Carbon
Material Used Coefficient Coefficient
(MJ/kg) (kg CO2/kg)
Coarse aggregate 0.083 0.005
Fine aggregate 0.083 0.005
Soil 0.450 0.024
Cement 5.500 0.950
Brick 3.000 0.240
Reinforcement 20.100 1.460
Bitumen/cationic
51.000 0.550
bitumen emulsion

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Diesel 35.800 3.222

Timber 30.800 1.800
Kerosene 36.108 2.898

Energy consumption for transportation of construction materials

Material Source of Distance Energy Total Total
procureme from the consumption number Energy
nt/ work for transport of trips consumpti
purchase sight per trip on for
transport
Aggregate for WBM
Gr II
Bitume Bitumen
n
Bitumen
Emulsion
Brick
Cement
Crushed stone cum
Aggregate including
Gr III
GSB

Hume RCC Pipe

Pipes NP3 (600
mm Dia)
RCC Pipe
NP3 (1000
mm Dia)
RCC Pipe
NP4 (1000
mm Dia)
RCC Pipe
NP4 (1200
mm Dia)
Moorum

Sand Coarse
Sand
Fine sand
Steel Reinforcement
Stone Boulders
Stone Chips
Stone Metal Gr I
WMM
Diesel

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Timber
Kerosene

15.4 Compliance with the Environmental Codes of Practice

15.5 Alignment

The proposed road has planned to be designed considering the impact

on environment. Proposed road alignment follows existing pathway to
the maximum extent so that huge land acquisition is not necessary for
construction of the project road. Proposed road, when completed, will
be an addition to the aesthetics of this rural area.

15.6 Environmental Sensitive Area (National Park, Wild Life Sanctuary,

Protected /Reserve Forest, Wet land etc.)
The alignment will be finalized avoiding the environmental sensitive
area such as National Park, Wild Life Sanctuary, Protected /Reserve
Forest, Wet land etc. It is also necessary to maintain the minimum
distance of 500 m of the project road from environmental sensitive
area.

15.7 Construction Camp

Construction camps will be established away from forest area/water

body. The minimum facilities such as water supply, sanitation, storm
water drainage, solid waste management and first aid box will be
provided during the construction period of the project. Necessary
provision for rehabilitation or restoration after the completion of
construction phase will be done.

15.8 Permit / Clearance required prior to commending of civil work

 No objection Certificate- This will be taken by PIU from SPCB.

 Forest Department- If the project road passing thorough forest land
and acquisition of the same is involved and it will be taken by PIU
from Forest Department
 Consent to establish (CFE) and Consent to Operate (CFO) - This is
required for Plant Hot Mix Plant, WMM Plant, Batching Plant required
for the project and the same will be taken by the Contractor from
SPCB.
 Lease from Mines & Geology- This will be taken by the Contractor for
new Stone Quarry required for the project.

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15.9 Borrow area

The filling soil will have to be procured from borrow pit. Borrow area will
be so excavated that the lands can reused as agricultural field. The
depth of borrow pit shall not exceed 450 mm (150 mm top soil
included). The top soil shall be stripped and stacked and shall be spread
back on the land. As far as possible the borrow pits shall not be dug
close to the road embankment. The Redevelopment of borrow area will
be done before closure of the same and it will be as per agreement
between landowner and the Contractor.

15.10 Erosion Control

Turfing of the embankment slopes and earthen shoulder to prevent

erosion of slopes of the embankment, rain cuts and erosion of shoulder
is being suggested.

15.11 Drainage

Suitable cross drainage structures have been provided on the basis of

hydrological survey of the area. So, there will be no obstruction to the
natural drainage of the area. Road side drainage is also duly considered
in a manner so that surface water is led to the low points and is drained
through the CD structures.

15.12 Use of Material

Cut back bitumen is not proposed in the project to avoid contamination

with Kerosene. Bitumen emulsion is proposed for primer coat and tack
coat.

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16. Environmental Matters

16.1 Alignment

The proposed road has planned to be designed considering the impact

on environment. Proposed road alignment follows existing pathway to
the maximum extent so that huge land acquisition is not necessary for
construction of the project road. Proposed road, when completed, will
be an addition to the aesthetics of this rural area.

16.2 Environmental Sensitive Area (National Park, Wild Life Sanctuary,

Protected /Reserve Forest, Wet land etc.)
The alignment will be finalise avoiding the environmental sensitive area
such as National Park, Wild Life Sanctuary, Protected /Reserve Forest,
Wet land etc. It is also necessary to maintain the minimum distance of
500 m of the project road from environmental sensitive area.

16.3 Construction Camp

Construction camps will be established away from forest area/water

body. The minimum facilities such as water supply, sanitation, storm
water drainage, solid waste management and first aid box will be
provided during the construction period of the project. Necessary
provision for rehabilitation or restoration after the completion of
construction phase will be done.

16.4 Permit / Clearance required prior to commending of civil work

 No objection Certificate- This will be taken by PIU from SPCB.

 Forest Department- If the project road passing thorough forest land
and acquisition of the same is involved and it will be taken by PIU
from Forest Department
 Consent to establish (CFE) and Consent to Operate (CFO) - This is
required for Plant Hot Mix Plant, WMM Plant, Batching Plant required
for the project and the same will be taken by the Contractor from
SPCB.
 Lease from Mines & Geology- This will be taken by the Contractor for
new Stone Quarry required for the project.
16.5 Borrow area

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The filling soil will have to be procured from borrow pit. Borrow area will
be so excavated that the lands can reused as agricultural field. The
depth of borrow pit shall not exceed 450 mm (150 mm top soil
included). The top soil shall be stripped and stacked and shall be spread
back on the land. As far as possible the borrow pits shall not be dug
close to the road embankment. The Redevelopment of borrow area will
be done before closure of the same and it will be as per agreement
between landowner and the Contractor.

16.6 Erosion Control

Turfing of the embankment slopes and earthen shoulder to prevent

erosion of slopes of the embankment, rain cuts and erosion of shoulder
is being suggested.

16.7 Drainage

Suitable cross drainage structures have been provided on the basis of

hydrological survey of the area. So, there will be no obstruction to the
natural drainage of the area. Road side drainage is also duly considered
in a manner so that surface water is led to the low points and is drained
through the CD structures.

16.8 Use of Material

Cut back bitumen is not proposed in the project to avoid contamination

with Kerosene. Bitumen emulsion is proposed for primer coat and tack
coat.

16.9.1 PROTECTION OF ENVIRONMENT

The contractor shall take all reasonable steps to protect the environment
on and off the Site and to avoid damage or nuisance to persons or to
property of the public or others resulting from pollution, noise or other
causes arising as a consequence of his methods of operation.
During continuance of the contract, the contractor and his sub-
contractors shall abide at all times by all existing enactments on
environmental protection and rules made there under, regulations,
notifications and bye-laws of the State or Central Government, or local
authorities and any other law, bye-law, regulations that may be passed or
notification that may be issued in this respect in future by the State or
Central Government or the local authority.

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Salient features of some of the major laws that are applicable are given
below
The Water (Prevention and Control of Pollution) Act, 1974, this provides
for the prevention and control of water pollution and the maintaining and
restoring of wholesomeness of water. 'Pollution' means such
contamination of water or such alteration of the physical, chemical or
biological properties of water or such discharge of any sewage or trade
effluent or of any other liquid, gaseous or solid substance into water
(whether directly or indirectly) as may, or is likely to, create a nuisance or
render such water harmful or injurious to public health or safety, or to
domestic, commercial, industrial, agricultural or other legitimate uses, or
to the life and health of animals or plants or of aquatic organisms.
The Air (Prevention and Control of Pollution) Act, 1981, this provides for
prevention, control and abatement of air pollution. 'Air Pollution' means
the presence in the atmosphere of any 'air pollutant', which means any
solid, liquid or gaseous substance (including noise) present in the
atmosphere in such concentration as may be or tend to be injurious to
human beings or other living creatures or plants or property or
environment.
The Environment (Protection) Act, 1986, this provides for the protection
and improvement of environment and for matters connected therewith,
and the prevention of hazards to human beings, other living creatures,
plants and property. 'Environment' includes water, air and land and the
inter-relationship which exists among and between water, air and land,
and human beings, other living creatures, plants, micro-organism and
property.
The Public Liability Insurance Act, 1991, This provides for public liability
insurance for the purpose of providing immediate relief to the persons
affected by accident occurring while handling hazardous substances and
for matters connected herewith or incidental thereto. Hazardous
substance means any substance or preparation which is defined as
hazardous substance under the Environment (Protection) Act 1986, and
exceeding such quantity as may be specified by notification by the
Central Government.

16.9.2 Environment Management Plan

The Environment Management Plan (EMP) is a set of measures for

avoidance, minimization and mitigation of adverse environmental
impacts. The Contractor will abide by the environmental, occupational
health and safety measures listed in the Environment Management Plan
(EMP) given in the table below during preparation and execution of
Works. Adverse impact/s on the environment caused due to non-
adherence of legal and EMP requirements during preparation and

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execution of civil works shall be made good at the Contractor’s own

expenses. The Engineer’s check and certification for payment, in
accordance to requirements under Clause 42.2 of GCC, shall also include
the performance review of the Contractor with regard to EMP compliance.
The complete document on Environmental and Social Management
Framework (ESMF) from which these conditions have been derived/listed
is available with the Engineer and State Disaster Management Authority
(SDMA) for the Contractor’s reference. It is also available on the websites
of National Disaster Management Authority (NDMA) and State Disaster
Management Authority (SDMA).

S.
N Activity Measures to be Implemented by the Contractor
o
1 Work Plan The Contractor’s Project Manager shall be responsible
. for EMP for implementation of EMP provisions and will coordinate
implementa the over-all implementation of the said plan. Along with
tion the Work Programme, the Contractor shall submit a plan
including method statement and timeline about specific
actions that will be taken by him to implement the
provisions laid out in the EMP.

2 Regulatory The Contractor shall obtain all requisite statutory

. Permissions clearances prior to commencement of civil works, which
and includes obtaining permission/consent for plants, water
Consents extraction and borrow areas operations. This includes:
 Consent for establishment and operation of plant (for
concrete work) from SPCB
 PUC certification for all vehicles/equipment used
for/during construction
 Permission/consent of the District
Administration/Mining Department/other agencies for
quarrying and/or borrowing operations for materials
like sand and earth
 Permission for water extraction, if applicable in the
local area context.
The Contractor shall abide by all conditions laid out in
the said clearances.
3 Consultation The Contractor shall consult and obtain written consents
. and of landowners (individual/panchayat/govt. agency) for
Community temporary use of land for all construction related
Consent

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S.
N Activity Measures to be Implemented by the Contractor
o
activities including:
(a) setting-up and operation of construction camp
including labour camps, stock yards etc.
(b) borrow areas and
(c) disposal of debris and other waste material.
4. Construction (a) Location: The camp and plant site/s location and
/ Labour establishment shall be done in a manner that does
Camp not interfere or disturb the activities of local
inhabitants, particularly those of schools and health
facilities. Written permission (no objection certificate)
shall be taken from the Gram Sabha and the land
owner prior to location selection and a copy shall be
submitted to the Engineer for approval.
(b) Camp site shall not be located within 250 mts.
from a water body including village ponds.
(c) A distance of at least 500 mts. shall be maintained
from designated/protected natural habitats (such as
National Parks, Sanctuaries, Biosphere Reserves,
Reserve Forests and Ramsar Sites) and Coastal
Regulation Zone.
(b) Accommodation and Basic Amenities: All weather
shelter with the required tenement size and toilets
shall be provided, as per provisions of Labour Laws.
Separate toilet facilities shall be provided for women
workers. If a common mess is not provided/operated,
additional space for cooking shall be provided. The
contractor shall ensure that hygienic conditions are
maintained during the operation of such
camps/facilities.
(c) Fuel for Cooking: The Contractor shall ensure that
fuel wood is not used as a cooking medium in the
construction/labour camp.
(d) Potable water supply: Drinking water supply of at
least 40 lpcd with the required supply points shall be
provided.
(e) Fire Safety: Adequate fire safety precautions shall be
taken and required fire safety equipment (such as fire
extinguishers) shall be provided by the Contractor.

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S.
N Activity Measures to be Implemented by the Contractor
o
5. Site (a) No tree cutting is to carried out without the written
Clearance instruction from the Employer, who in turn will ensure
that relevant regulatory permission/s (including those
(b) The non-timber grade trees are to be stacked and
possession is to be given to Employer/concerned
Govt. Department.
(c) The Contractor shall strip, store and preserve top soil
from the site of construction work and in the stock
yards prior to stacking of materials. The top soil shall
be reinstated in the cyclone shelter compound after
the construction is over.
6. Protection The Contractor shall take due care to protect and prevent
of Properties damages to the following resources during preparatory
and and construction work:
Resources a. Water supply lines
b. Irrigation canals
c. Cart, cattle and/or foot trail/tracks
d. Cultural properties and sites/structures of religious
importance
e. Houses, Farmlands, Orchards and/or Trees
f. School and other existing buildings adjacent to the
site of construction
In case of damage due to construction activity, the
restoration/repairs shall be carried out by the Contractor
at his own cost.

7. Quarry The Contractor shall procure material from quarries that

Operations have been approved/licensed by the State Govt. A copy
of such an approval shall be submitted to the Engineer
prior to procuring material.

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S.
N Activity Measures to be Implemented by the Contractor
o
8. Borrow
Areas (a)Borrow areas for the project will be selected by the
Contractor following the stipulations given below. The
finalization of all such locations shall be dependent on
the approval of the Engineer on technical and
environmental grounds. This includes on-site
verification to cross-check the accuracy of details
provided by the Contractor. Only after receipt of the
written approval from the Engineer, the Contractor
shall enter into a formal agreement with landowner.

(b)The Contractor shall not procure any kind of

construction material (such as aggregates, sand and
earth) from ecologically protected areas.

(c)Identification and Selection

1.The borrow area should not be located in agriculture
field/s unless unavoidable i.e. barren land is not
available. In case borrowing needs to be done on an
agricultural land, top-soil stripping, stacking and
preservation is a must.
2.Borrow pits shall not be located within a distance of
100 mts. from any NH, SH or other roads.
3.Borrow pits shall be preferably located 500 mts.
away from settlements/ habitations.
4.No borrow pits shall be located within 500 mts. from
schools, colleges, playgrounds, religious structures
and health centres.
5.No borrow area shall be opened within 500 mts.
from a reserved or protected forest area, protected
sites, wildlife movement zone and cultural heritage
site.
6.
7.No tree cutting shall be undertaken.
8.Borrow area near any surface water body will be at

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S.
N Activity Measures to be Implemented by the Contractor
o
(d)Operation
1.Area up to which material will be extracted shall be
clearly demarcated on ground.
2.A 15 cm topsoil layer will be stripped and preserved
in stockpiles.
3.Borrowing of earth should be preferably limited to a
depth of 1.5 mtr from the existing ground level.
(e)Rehabilitation of Borrow Areas
1.Rehabilitation shall be satisfactorily undertaken
immediately after the use has ceased and at least
three weeks prior to monsoon.

2.Preserved top soil has be spread uniformly over land

9. Water
Water for construction and for use at construction
Extraction/
camps (including labour camps) is to be extracted with
Use
prior written permission of (a) the individual owner, in
case the source is private well/tube well; (b) Gram
Panchayat in case the source belongs to community;
and (c) Irrigation Department in case the source is an
irrigation canal or a river.

10 Safety of (a) Traffic safety arrangements (including provision of

. Road Users warning signage, speed breakers etc.) shall be made
and Local by the Contractor to ensure safety of road users and
Residents local people, particularly in the internal village roads
which will be used for transporting materials.
(b) Material shall be covered during transportation to
prevent spillage, accidents and pollution.

(c) All required measures to ensure safety of local

residents including children and other near-by
residents shall be taken up by the Contractor. This
shall include provisions to prevent unauthorised entry
into the construction site and camp; fire and electrical
safety measures; pre-cautions around excavation
such as barricading and warning signs and safe
storage of material.

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S.
N Activity Measures to be Implemented by the Contractor
o
11 Worker’s (a) All measures required for ensuring safety and health
. Safety of the workers shall be taken up by the Contractor.
This includes provision and enforcement of
appropriate personal protective equipment; first aid
facility; emergency response arrangement; proper
storage of hazardous/ toxic and polluting materials
and; measures for ensuring fire, electrical and
mechanical safety arrangements in camp and in work
site.

(b) All methods, steps and measures required for

ensuring safety of workers, particularly those needed
while undertaking work in or around excavations;
working at height; and; while handling inflammable,
toxic and/or hazardous materials shall be ensured by
the contractor.

(c) Material safety data sheet record of fuel and other

inflammable chemicals shall be maintained at the
site.

12 Air Pollution (a) Wind barriers or screens shall be provided in the

. downwind direction at air pollution causing sources
like plant sites and fine material storage stock yards.

(b) Fugitive dust emissions have to be eliminated by

providing dust suppression/control measures, such as
water sprinkling and cover on materials, based on
activity and site conditions.

(c) All plants and equipment shall comply with pollution

control norms.
(d) Water shall be sprinkled at least twice during dry day
on haulage roads passing through or near settlements
(including at least 100 m before the settlement).
13 Water (a) All measures (including provision of temporary silt
. pollution fencing to control sediment run-off) required for
avoiding adverse impacts to water bodies (such as
ponds, streams, canals and rivers), water sources
(such as hand pumps and wells) and adjacent

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S.
N Activity Measures to be Implemented by the Contractor
o
farmland shall be undertaken by the Contractor.
(b) Storage of materials like fuel, chemicals and cement
shall be done in a manner (with impervious layer on
bottom and a covered shed on top) that does not
contaminate land and ground/surface water.
14 Noise (a) All noise causing activities shall be stopped during
. Pollution night time (9:00 PM to 6:00 AM). The Contractor shall
schedule construction works in consultation with local
Panchayat Authority and School Principal to ensure
least disturbance to school children and other adjacent
residents.
(b) Ear plugs shall be provided to the labour facing risk
from high noise pollution such as plant site and those
working near generators, heavy equipment/machinery.
(c) Appropriate noise controlling devices including
acoustic generators shall be used to minimise noise
during construction work and operation of camp.
15 Disposal (a) Debris and other construction waste, if any, shall be
. disposed in locations pre-approved by the Engineer in
of Debris/
a manner that it does not contaminate the
Wastes environment.
(b) Location of Debris Disposal Sites: Debris disposal
sites shall be located preferably away from farmlands,
water sources and water bodies. In no case, debris
shall be disposed within 500 mts. of ecologically
sensitive areas, including forests, wetlands and
protected natural habitats.
16 Restoration All work sites and areas under temporary use (including
. and construction and labour camps, plant sites, haul roads
Rehabilitatio and borrow areas) shall be restored/ rehabilitated to a
n of Sites better condition (if not at least to its original condition)
and to the satisfaction of the Engineer and land owner
upon completion of construction work by the Contractor.
Completion of work (as covered under clause 55.1 of
GCC) will also include completion of rehabilitation and
clean-up of the work sites including camps, plants, in and
around the construction site; disposal of
debris/construction wastes at pre-approved locations and;
restoration of borrow areas and other sites/locations used

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S.
N Activity Measures to be Implemented by the Contractor
o
for material sourcing.

17 Liabilities Any liability arising out of Contractor’s agreement with

. landowners/ local people/gram panchayat (including
those related to temporary use of land, water extraction
and disposal of debris) shall be settled by the Contractor.

17. New Technology/Green Technology

In order to promote cost-effective, locally relevant, ‘Green’ and fast
construction technologies in the construction of rural roads, using New
materials / Waste materials / Locally available materials, NRIDA has issued
‘Guidelines on Technology Initiatives’, in May 2013. The States have been
asked to propose at least 10% of the length of annual proposals using any of
the new technologies, for which specifications of Indian Roads Congress (IRC)
are already available and an additional length of 5% of annual proposals with
any of the new technologies for which specifications of Indian Roads Congress
are not available, including materials accredited by IRC.

The states need to follow the above guidelines while submitting the proposals
under PMGSY. The details of some of the materials/ technologies for which IRC
specifications are available and for which specifications are not available are
given below:

Technologies with IRC Specifications

• Lime stabilization
• Cement stabilization
• Bitumen stabilization
• Use of Fly Ash/Pond Ash
• Lime fly ash stabilized Bases
• Use of fly ash in cement for concrete structures.
• Roller Compacted Concrete Pavements
• Cold Mix Technology
• Waste Plastic Utilization
• Bio Engineering Measures

Technologies with No IRC Specifications

• Locally available /Marginal materials, Brick aggregates etc.

• Blast furnace Slag/ Steel Slag /Zinc Slag
• Jute / Coir Geo-textiles
• Rice husk, Baggage

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• IRC Accredited materials like RBI 81, Terrazyme, Powercem, Zycosil,

RoadCem etc.
• Quarry Waste Materials
• Slope Stabilization, Bamboo Piling etc.
• Cell Filled Concrete, Paneled Concrete

Justification for selection of technology

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Check list for Adoption of New Technology/Green Technology

Remarks
1 Usage of local materials
Whether local and marginal
materials are proposed for
usage in sub base, base layers
and in construction of support
structures. Please elaborate
2. Soil and pavement
stabilization
2.1 What are the soil
stabilization measures proposed
for poor sub grade and side
slopes and in poor drainage
areas
2.2 In case of non-availability of
good GSB / base course
material what is the alternate
option proposed
2.3 Have sub base and/or base
course stabilization measures
proposed

3. Pavement surfacing

3.1Whether cold emulsion is

being proposed in the surface
paving
3.2 Is Warm Mix Asphalt(WMA)
proposed in the pavement
4. New Materials & Green
Technology
4.1 Please list out all the new
materials and green technology
being proposed in the DPR
4.2 What provision has been
kept for carbon sink for
offsetting carbon emissions
5. Carbon Emission
Reduction Plan
5.1 Has Carbon Emission
Reduction Plan been attached?
5.2 Does this Plan cover the
three R’s, namely, Reduce,
Recycle and Reinvent

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18. Climate Resiliency

Climate resilient infrastructure endures the impacts of climate related

events. Changes in the climate involve changes in temperature,
precipitation, melting of glaciers, storm activity, river flow, wind speeds
and much more. Road infrastructure being totally exposed to the vagaries
of nature is highly vulnerable to the impacts of climate change, the
adverse effects of which apart from the physical damage to the road
network can affect a country’s economy.
Climate change impacts the road infrastructure in various ways: high
precipitation and flooding increases the risk of rendering the drainage
system inadequate resulting in damage to the road drainage structures,
scouring of bridge foundations, breaching of road embankments,
submergence of road sections, landslides, rock falls and erosion resulting
in disruption of traffic, road closure for indefinite period and weakening of
pavement; and exposure of areas along the river basins to flooding
causing frequent closure of the roads. Floods may lead rivers to change
their course, thus rendering previously safe roads at risk of being flooded.
In the view of above, to ensure increased resilience and environmental
sustainability of the rural road various climate resilient measures are
proposed for this roads project. List of all such measures is as follow:
Annex- I
Check List of DPR incorporating Climate Resilience
1. Availability in the DPR of following documents /studies
undertaken
Yes/
Remarks
No
1.1 Topographical,
geological and yes
geomorphologic maps

1.2 Geotechnical studies

1.3 Hydrological studies yes

1.4 Hazard data base and

inventory, susceptibility
and hazard zoning maps,
as available
1.5 Any information
available pertaining to the
site

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2. Road Geometrics
Remarks
2.1 Gradients No steep gradients are present on this
proposed road
2.2 Curves, hair pin 31 curves are present and these curves are
bends, etc designed
2.3 Hair pin bends – Not required
gradient, radius and
location – whether
staggered and availability
of adequate width along
with stable and gentle hill
slope
2.4 Road Alignment – Not required
alternate alignments
considered and whether
the selected alignment is
sun facing, avoids steep
hill cutting, located
sufficiently away from
river bank and adequately
raised to avoid inundation
by river flood
2.5 Whether the proposed No
alignment crosses steep
channels subjected to
debris flow

3. Terrain
Remarks
3.1 plain, rolling, mountainous or
plain
steep
3.2 topographical constraints such
No
as cliffs, ravines and gorges
3.3 dip of the rock, joints and
No
fractures

4. Slope
Remarks

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4.1 profile as identified from the

natural and artificial slopes such as Not required Existing ways are
mule tracks and footpaths, terracing sufficient
for agriculture/horticulture
4.2 slope stability and location of
Not Required
earlier landslides

4.3 whether the slopes are wet No

4.4 possibility of avalanches and

No
snow drifts

5. Soil Characteristics
Soil- type, depths and tendency to erode of the strata, geology of the area
Silty sand

6. Drainage characteristics (whether existing protection works

adequate or need enhancement)
Remarks
6.1 Surface
6.1.1 Side drains- type, size and Open drains are proposed in
whether lined Village portions
6.2 Sub-surface
6.2.1 Catch water/intercepting
drains – whether required and
provided with justifications
6.3 susceptibility to flooding and if so,
flood levels and river training provision
incorporated

7. Land use of water shed/catchment area

Remarks
7.1 River/stream
characteristics
7.1.1 whether meandering or
straight

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7.1.2 banks erodible or non-

erodible
7.1.3 river bed soil classification
7.1.4 discharge and velocity of
the flow
7.1.5 recorded maximum flood
discharge and HFL at proposed
site
7.2 Catchment Area
characteristics

7.2.1 slope of the catchment

area
7.2.2 Vegetation cover – extent
and type
7.3 Land use within the
catchment area ( at
present and expected in
future)

8. Climatic Conditions

8.1 Temperature Moderate

8.2 Rainfall Heavy

8.3 Snowfall No

8.4 Fog conditions Lightly

8.5 Exposure to Sun Full

8.6 Unusual weather conditions

No
such as cloudburst/ flash floods

9. Design and Construction

Remarks

9.1 Whether huge vertical cuts Not required

avoided, benching adopted and
quantity of earthwork
accordingly taken in BOQ

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9.2 Whether the quantity of Not required

earthwork in excavation has
been considered by keeping
the cut face of the hill slope as
per the soil classification shown
in the cross-sections
9.3 Has the choice of Not required
manual/mechanized cutting
factored in the terrain condition
(briefly comment)
9.4 Whether the item taken for Not required
excavation in rock specifies,
‘blasting prohibited’, and rate
for the item accordingly taken
in BOQ
9.5 Whether provision kept in Not required
the BOQ for use of useful
excavated material in the
project itself
9.6 What efforts made to Not required
balance cut and fill
methodology
9.7 Location of dumping sites yes
and proposed development of
these sites as
playground/park /parking area,
etc. (Payment for the quantity
of excavated material actually
dumped at site to be made
based upon initial and final
levels of the dumping site)
9.8 Whether the size and type Not applicable
of support structures provided
are adequate and are justified
with proper documentation,
site conditions, etc.
9.10 Have the intensity, Not applicable
duration and frequency of
rainstorms/cloudbursts
occurring as a result of climate
change considered in the
design of robust slope
stabilization measures and
assessing provisions related to
drainage
9.11 Has the capacity of cross yes
drainages fixed based upon the
size of the catchment area, its
characteristics and the rainfall

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pattern and due allowance

made for possible blockages
9.12 Have the CDs been yes
proposed at natural drainage
crossings and not allowed
water to continue beyond them
thereby overloading the side
drains, etc.
9.13 What efforts have been Not suitable
made to provide precast
culverts/side drains and of
standardized sections
9.14 In case a culvert location Iron Mesh Gratings are to be provided
has likely diversion potential to prevent debris entry
due to huge debris flow what
provisions have been kept to
accommodate overtopping
without washing out the
structure or diverting flow
down the road
9.15 Is there a possibility of Road side protection walls are to be
some of the nallahs/gullies proposed and Headwalls below pipe sill
widening and deepening as a level are to be increased
result of higher intensity and
frequency of rainfall? If so,
what provisions have been kept
to mitigate this problem
9.16 Have provisions been Not applicable
made for scour checks in side
drains if the slope exceeds 4%
9.17 In case of soft hill profile Not applicable
has the height of vertical face
of side drain increased to
function as a toe wall
9.18 Have the hair pin bends Not applicable
been provided with CDs both
on the lower and upper arms
along with provision of escape
drain on the upper arm
9.19 Is there provision for bio Not applicable
engineering measures with or
without civil engineering
measures at locations
expecting shallow seated slope
failure
9.20 Is provision kept for Not applicable
covering (stabilizing) cut and
fill slopes with vegetation, to

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minimize surface instability

problems as well as minimize
surface erosion
9.21 How is the pavement Not applicable
proposed to be made durable
in reaches passing through
saturated soils/ black cotton
soils or such poor soils, areas
subjected to flooding, etc.

10. Likely foundation strata for major structures

11. Detailed Field Investigations carried out

Remarks
11.1 Geotechnical, subsurface and
drainage investigations
11.2 Diagnostic assessment of the
landslides and their likely
significance
11.3 For flood risk assessment the
source of flood water, the route it
follows and the assets likely to be
affected
12. Any other information

19. Analysis of Rates

19.1 General

Rates for various item of works of the project have been derived from
the “Schedule of Rates 2019-20 for Road works, Culvert works &
Carriage etc. For all the Departments of Govt.Of Andhra Pradesh and
“Addendum & Corrigendum to Schedule of Rates” effective from August
2019. However in general the basic rates of material have been taken
from SSR 2019-20.The rates of different items have been worked out
inclusive of all labour charges, hire charges of Tools & Plants,
Machineries and all other cost estimates for the item of work, overhead
and contractor’s profit @ 12.5%.

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19.2 Basic Rate of Material

The basic rates for stone materials & river bed materials have been
taken from SSR 2019-20
For bituminous materials, basic rate at Visakhapatnam for equivalent
viscosity grade 30 bitumen and for emulsion the basic rate of
Visakhapatnam has been considered as suggested in from IOCL
webpage
Basic rate of other materials like coarse & fine sand, cement are as per
the latest from SSR 2019-20.Basic rate of steel materials at sub-
divisional office has been considered in analysis after adding cost of
carriage, loading & unloading.
.
19.3 Lead for Materials

For stone aggregates and sand, lead from source to work site is
calculated from the district map and block level map of core network
and finalizing the same in discussion with PIU. The supply of different
materials to worksite is by road. Lead for bituminous & steel materials
are similarly obtained using SOR 2019-20.

(Rate Analysis enclosed on separate sheets)

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20. Cost Estimate

20.1 General

Cost Estimate of project is to be arrived on the following basis

• Selection of Items of work
• Estimation of item wise quantities
• Analysis of Rates
• Maintenance Cost per KM, per Year to be paid as per predeclared
rate on PBMC to contractor as per carriageway width for Flexible
Pavement and Rigid Pavement separately.

20.2 Estimation of Quantities

All the relevant road and structure work Items will be identified as per
survey, design and drawings. Major item of works considered are given
below:
• Site clearance, dismantling and earthwork
• Pavement works (GSB, WBM, WMM, Bituminous layers)
• Cross drainage structure works
• Drainage and protective works
• Utility relocation
• Road safety and furniture
• Maintenance works

Quantity of earthwork is to be derived from the proposed cross section

drawings. Volume of cut and fill is to be obtained directly using the
design package software. Quantity derived from software is to be
manually verified. The details are to be provided chainage wise in
Tabular form for total cut and fill volume. The soil obtained from
roadway excavation shall be used for construction of embankment and
shall be paid as per item no.4. All other quantities will be computed
from the drawings of finished road, miscellaneous drawings & drawings
of CD Structures.

(Estimate copy enclosed separately)

20.3 Abstract of Cost

Unit rates to be derived by using the “Schedule of Rates for Road

Works, Culvert works and Carriage etc. ”. The abstract of Cost estimate
is given in the Table below.

(Estimate copy enclosed separately)

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20.4 Maintenance

Cost of Annual Maintenance for five years after completion of project,

cost of 6th year renewal coat and cost of further five years annual
maintenance after the completion of 6th year renewal coat are to be
estimated as per the PMGSY-III Guidelines. Different activities of
ordinary repairs are to be done as and when required.

Length
Sl.
of the Amount Amount in
No Description of Item Percentage
Propose per Km Rs.
.
d road
Provision for 1st
1 5.300 10.00% 41076 217700
Year
Provision for 2nd
2 5.300 15.00% 61613 326551
Year
Provision for 3rd
3 5.300 20.00% 82151 435401
Year
Provision for 4th
4 5.300 25.00% 102689 544251
Year
Provision for 5th
5 5.300 30.00% 123227 653101
Year
Provision for 6th
6 5.300 30.00% 53398 283010
Year
Provision for 7th
7 5.300 30.00% 80097 424516
Year
Provision for 8th
8 5.300 30.00% 106796 566021
Year
Provision for 9th
9 5.300 30.00% 133496 707526
Year
Provision for 10th
10 5.300 30.00% 160195 849031
Year
11 Renewal Cost 5.300 3500000
Total 8507109

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21. Construction Program

21.1 General

Assuming that the Construction of the road will start from August 2019
This is a high rainfall area and rainy season extends from April to
September. However, the construction program is based for a total
working period of 12 months, considering the program set out by
MORD. Generally, dry working season of about 8 months are required
for construction of PMGSY roads. However, works will be affected for the
monsoon during the month June to September.
It is anticipated that some activity like collection of materials, CD works
etc. will continue in monsoon period also.

21.1.1 Earth Work:

The daily out turn of the power road roller (8 to 10T) for earth
work is 425 Cum per day. The total quantity of Earth work in proposed
estimate is 14cum. Hence number of days required for completion of
earth work = 14246.5/425 = 33.52 days say 45 days.
After considering the days required for motivation and for clearance of
Jungle, Scarifying the existing surface it can be assumed that the total
no.of days required for earth work can be taken as 1.5 months.
21.1.4 WMM:
The daily out turn of the power road roller (8 to 10T) for WMM is
425Cum per day. The total quantity of WMM proposed in the estimate is
3290.6Cum. Hence number of days required for completion of WMM =
2935.61/425 = 6.91 days say 09 days.
Duly considering the curing period it can be assumed that the
work of WMM metal can be completed in a period of 2 months including
collection of required materials.
21.1.5 Shoulders:
The daily out turn of the power road roller (8 to 10T) for Gravel
shoulders is 425 Cum per day The total quantity of gravel shoulders in
proposed estimate is 3147.25 cum. Hence no. of days required for
completion of shoulders = 3147.25/425 = 7.4 days
Duly considering the curing period for WMM and shoulders it can
be assumed that the work of consolidation of WMM simultaneously with
shoulders can be taken as 2 months including collection of required
material.
21.1.6 Bituminous with SDBC:

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The daily out turn of the power road roller (8 to 10T) for SDBC is
9.30 Cum per day. The total quantity of SDBC is 469.32 Cum. Hence
no.of days required for completion of SDBC 469.32 /9.3 = 50.46 days.
Hence the total no.of days required for SDBC along with finishing items
may be taken as 60 days including procurement of required material.
21.1.7 CD work:
The protection work, CC Pavement and CD works proposed in
this road project and the same may be taken as 3 months including
procurement of required material.
21.1.8 ROAD FURNITURE:
All the road furniture items such as Name boards, logo Boards,
sign boards, village boards, KM and HM Stones etc shall be completed
within a period of 1Month from the completion of road work.
Table – 16.1
Sl. Time fixed
Description Reach Qty.
No. by Dept.
1 Mobilization, Jungle
clearance
2 Scarifying of existing
Bitumen road surface
3 Embankment
Construction
4 CD works
5 WMM
6 Construction of
shoulders
7 Laying of prime coat
8 Laying of Tack Coat
9 Laying of SDBC
10 Road Furniture sign
board
11 Road Furniture others

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22. Realistic duration

Considering the time factor taken by each item as calculated

above the construction programme for proposed road has been
worked out to be completed in a period of ( 12) Months. The same has
been shown pictorially in the bar chart.
Sl Uni
Item Qty Duration on Months
no t
1 1 1 1 1 1 1 1 1
1 2 3 4 5 6 7 8 9
0 1 2 3 4 5 6 7 8
1 JC Sq
m

2 EW Cu
m
4 CD
works
5 GSB cu
m
5 Shoulde Cu
r m

6 WMM Cu
m
7 BT Cu
m
8 Road Set
furnitur
e

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